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Bristol Type 175 Britannia

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For a description of the format and data included in Production Tables, see here.

Contents

Type Description
Projected Variants

Type Description

Type 175 Britannia
Initially conceived as a 42 passenger medium range "Empire" aircraft for overseas routes to Specification 2/47 to meet the requirements of OR.276 and powered by four Bristol Centaurus 663 powereplants, it was eventually produced as a low wing, 83 passenger, pressurised aircraft to Specification 2/47 Issue III. The cylindrical section of the fuselage was made up of multiple sections with a ring frame at each end, which provided the attachment to the next section. The fuselage panels were manufactured by Blackburn and General Aircraft at Dunbarton, and other parts were made hy Douglas Motors and by Bristol's own satellite at Weston-Super-Mare.The front and rear fuselage sections were connected by a much shorter central section which carried the heavier wing attachment frames. The stubs for the tail assembly were an integral part at the fuselage, with the fin and tailplane being simply bolted to these stubs. The wing tapered uniformly from centreline to tip, and was of two spar construction which, with the stiffened skin panels, formed a large torsion box occupying some 35 per cent of the wing chord. The inner and outer sections of wings were manufactured as separate parts. Fuel was stored in bag tanks within the torsion box, with four main tanks and three smaller ones. The ribs between the tanks were of sandwich construction with a corrugated inner sheet, Reduxed between the two flat outer sheets.
Control surface layout was conventional, each wing featuring wide-span double slotted flaps, in three segments, necessitated by the engine nacelles, and an outboard aileron in two segments. The flaps were electrically actuated, all remaining flight control surfaces being manually driven, with the assistance of full span servo tabs. Each aileron had five servo tabs, of which four were used to drive the surface, the fifth being connected to the rudder controls. Each elevator had four tabs, three used for flying control and one for trimming. Wing de-icing was achieved by taking heat from the engine compressors and channelling it via heat exchangers along the leading edge; the leading edge consisted of a double skin of light alloy, the inner skin being corrugated and Reduxed to the outer skin so as to provide a large number of chordwise ducts, from the extreme leading edge to ahout 14 per cent of the chord. The leading edges of the tailplane surfaces, prop assemblies, and the cockpit windshield were electrically de-iced. The steerable nose landing gear had twin wheels and retracted forward; each main gear assembly had four wheels, in a 2x2 bogey arrangement, and retracted backward into the inboard engine nacelles.
Crew consisted of pilot, copilot, navigator, and radio operator, with an auxiliary seat for a fifth cockpit crewperson -- as well as flight attendants. Avionics included radios, identification transponders, navigation and landing aids, and a nose weather radar. Passengers were accommodated in six-abreast seating with a central aisle. Cabin access was via two passenger doors, both on the port side; one was located behind the cockpit and the second behind the wing trailing edge. The cabin was equipped with up to three galleys and had toilet facilities at the front and rear. There was a row of large vertical-elliptical passenger windows on both sides of the fuselage. There were passenger doors fore and aft of the wing; for emergency exit, alternating windows could be jettisoned. There was an escape hatch on top behind the cockpit. Inflatable dinghies were stowed in the wings and in the passenger cabin for ditching at sea. For ease of maintenance, the engine cowlings were of a petal design, opening upwards and outwards. The top cowling panel could be lifted off after releasing its fasteners. The remainder of the cowling was formed by two large panels, which hinged upwards to provide access to the engine and oil cooler. The power plant units were interchangeahle for maximum flexibility. Four 2,800 e.h.p. Bristol Proteus 625 powerplants (first prototype only).

Type 175 Britannia Series 310 Specification
Span Length Height Wing Area Empty Wt Max AUW Cruise Speed Maximum Speed Range Service Ceiling
142 ft 3 in 124 ft 3 in 37 ft 6 in 2075 sq ft 86400 lb 185000 lb 357 mph/ 310 kn 397 mph/ 345 kn 5310 mi 24000 ft
43.36 m 37.87 m 11.43 m 192.77 m2 39190 kg 83915 kg 575 km/h 639 km/h 8546 km 7315 m

    Production Series Basic Models
  • Series 100
  • Initial medium range version, with 114ft fuselage length, crew of 7 and maximum passenger capacity of 90. Four 3,780 e.h.p. Bristol Proteus 705 powerplants.
  • Series 250
  • Mixed cargo/passenger long range version with 124ft 3in fuselage length, crew of 4-6 and maximum passenger capacity of 139. The same passenger door arrangement was retained as the Series 100, but the emergency exits were rethought, it having been recognized that the idea of popping out alternating windows was impractical. Only two windows on each side of the fuselage, above the wing, were made jettisonable, while an emergency exit door was installed in the rear of the fuselage on the left side, with two more emergency exit doors matching the rear passenger door and emergency exit door on the right. Four 4,120 e.h.p. Bristol Proteus 755 powerplants. (See Production Series - Customer Variants for individual series details)
  • Series 252
  • Series 250 for RAF Transport Command as Britannia C.2, fitted with heavy-duty flooring.. A large cargo door was installed in the port forward fuselage, with the passenger door integrated within it.
  • Series 253
  • Series 250 for RAF Transport Command as Britannia C.1, with metal flooring, capacity for 115 troops, 53 stretcher cases or equivalent cargo.
  • Series 300
  • Passenger-only, medium range version of Series 250.
  • Series 300LR
  • Original designation of Series 310.
  • Series 305
  • Series 300 with long range tanks but without higher gross weight.
  • Series 310
  • Series 300 with long-range fuel tanks, the outer wing section being built as an integral fuel tank to accommodate the extra fuel, thicker fuselage skin and strengthened landing gear for all-up weight of 175,000Ib.
  • Series 320
  • Series 310 to the latest modification standard. Four 4,445 e.h.p. Bristol Proteus 765 powerplants.
Britannia Civilian Customer Series Numbers
Series Customer
101 Prototypes with Proteus 600 series powerplants.
102 Production Series 100 for BOAC.
253F Civilianised ex-RAF Britannia C.1.
301 Prototype for 300 series.
302 Series 300 for Aeronaves de Mexico.
306 Series 305 for El Al.
307 Series 305 for Air Charter.
307F Series 307 modified as freighters.
308 Series 305 for Transcontinental SA, Argentina.
308F Series 308 modified as freighters.
309 Series 305 for Ghana Airways.
311 Prototype for 310 series.
312 Series 310 for BOAC.
312F Series 312 modified as freighters.
313 Series 310 for El Al.
314 Series 310 for Canadian Pacific Airlines.
317 Series 310 for Hunting Clan Air Transport (later BUA).
318 Series 310 for Cubana
319 Series 310 for Ghana Airways.
324 Series 320 for Canadian Pacific Airlines.

Projected Variants

  • Type 175 Series 200
  • All-cargo version of Series 100 with 124ft 3in fuselage length. Four 4,120 e.h.p. Bristol Proteus 755 powerplants.
  • Type 175 Series 350
  • Developed version of the Britannia powered by four Bristol Orion twin-spool turboprops.
  • Type 175 Series 400
  • Fuselage extended by 10 ft than previous models, and a thinner wing to permit higher operating weights. Four 6,000 b.h.p. Orion Series II turboprops.
  • Type 175 Series 553
  • Became the Type 195.
  • Type 175 Series 600
  • Became the Type 187.
  • Type 175 Maritime
  • Maritime reconnaissance development of the basic Type 175. Four 3,150 s.h.p. Napier Nomad N.Nm. 6 powerplants.
  • Type 175MR
  • Maritime reconnaissance development with a significantly redesigned fuselage. Four Wright R-3350-32W powerplants.
  • Rear-Loading Freighter
  • Based on the Series 250 with the rear fuselage was completely redesigned and incorporated a hydraulically operated rear freight-loading door. Four Bristol Proteus 770 powerplants.
  • BEWARE
  • Britannia Early Warning Airbore Radar Equipment. Type 175 fitted with a 24ft dorsal early warning radar, probably to NASR.6166 and later to ASR.367.
  • Type 187
  • Joint design study with Convair of San Diego for a 'double-decker' Britannia with thinner and more slender wings. Four Bristol Orion twin-spool turboprops.
  • Type 189
  • As Type 175MR but fitted with four 3,150 s.h.p. Napier Nomad N.Nm. 6 powerplants.
  • Type 195
  • High-wing, rear-loading heavy-cargo carrier, using the Britannia wing. Developed into the Short S.C.5 Belfast.

Production Details

C/n Initial
Registration		 Type Notes
2 prototype aircraft and one test airframe built by the Bristol Aeroplane Company, Filton, Bristol, to Contract 6/Acft/2460. First flew 16 August 1952.
12873 G-ALBO 101 To MoS. Initially registered to MoS as VX442, ntu; registered to MoS as WB470, ntu.
12874 G-ALRX 101 To MoS. Initially registered to MoS as VX447, ntu; registered to MoS as WB473, ntu.
12875 Not completed, used as functional mockup. Initially registered to MoS as VX454, ntu.
15 aircraft built by the Bristol Aeroplane Company, Filton, Bristol. Delivered between December 1955 and May 1957.
12902 G-ANBA 102 To BOAC.
12903 G-ANBB 102 To BOAC.
12904 G-ANBC 102 To BOAC.
12905 G-ANBD 102 To BOAC.
12906 G-ANBE 102 To BOAC.
12907 G-ANBF 102 To BOAC.
12908 G-ANBG 102 To BOAC. Changed to G-APLL in March 1958.
12909 G-ANBH 102 To BOAC.
12910 G-ANBI 102 To BOAC.
12911 G-ANBJ 102 To BOAC.
12912 G-ANBK 102 To BOAC.
12913 G-ANBL 102 To BOAC.
12914 G-ANBM 102 To BOAC. To PK-ICA.
12915 G-ANBN 102 To BOAC. To PK-ICB.
12916 G-ANBO 102 To BOAC.
1 prototype aircraft built by the Bristol Aeroplane Company, Filton, Bristol. First flew 31 July 1957.
12917 G-ANCA 300 Series 300 prototype. To MoS.
7 aircraft built by Short Brothers and Harland, Belfast. Delivered between November 1957 and August 1960.
12918 XA-MEC 300 To Aeronaves de Mexico, Initially named 'Ciudad de Mexico', later 'Tenochtitlan' and later'Acapulco'. Initially G-ANCB before delivery (originally ordered as by BOAC but cld prior to completion).
12919 XA-MED 300 To Aeronaves de Mexico, Initially named 'Mexico City' and later 'Tzintzuntzan'. Initially G-ANCC before delivery (originally ordered as by BOAC but cld prior to completion). To G-ANCC.
12920 4X-AGE 305 To El Al. Initially G-ANCD before delivery (originally ordered as by BOAC but cld prior to completion, then allocated N6595C for Northeast Airlines but ntu).To G-ANCD; 5Y-AYR.
12921 G-ANCE 305 Leased to Air Charter Ltd. via Bristol Aircraft Ltd. (originally ordered as by BOAC but cld prior to completion, then allocated N6596C for Northeast Airlines but cld). To EI-BAA.
12922 LV-PPJ 305 To Transcontinental S.A., later re-registered LY-GJB. Initially G-ANCF before delivery (originally ordered as by BOAC but cld prior to completion, then allocated N6597C for Northeast Airlines but cld). To G-ANCF; 5Y-AZP; G-ANCF.
12923 LV-PPL 305 To Transcontinental S.A., later re-registered LY-GJC. Initially G-ANCG before delivery (originally ordered as by BOAC but cld prior to completion, then allocated N6598C for Northeast Airlines but cld). To G-ANCG.
12924 9G-AAG 305 To Ghana Airways. Initially G-ANCG before delivery (originally ordered as by BOAC but cld prior to completion, then allocated N6598C for Northeast Airlines but cld). To G-ANCG; 9G-AAG.
13 aircraft built by the Bristol Aeroplane Company, Filton, Bristol. Delivered between July 1957 and March 1958.
12925 G-AOVH 310 To BOAC.
12926 G-AOVI 310 To BOAC.
13207 G-AMYK 200 Not built as such.
G-AOFA 300LR Not built as such.
G-AOVA 310 Series 310 prototype. Leased to BOAC July 1957. To 9G-AAH; G-AOVA.
13208 G-AMYL 200 Not built as such.
G-AOFB 300LR Not completed. Most likely became a test airframe.
13230 G-AOVB 310 To BOAC. To LV-PNJ in October 1969. Re-registered as LV-JNL.
13231 G-AOFC 300LR Not built as such.
G-AOVC 310 To BOAC.
13232 4X-AGA 310 To El Al. To G-ASFV; 4X-AGA; HB-ITB.
13233 4X-AGB 310 To El Al. To G-ARWZ; 4X-AGB; EC-BFL (ferry regn EC-WFL).
13234 G-ANGK 250 Registered to Bristol Aeroplane Co against possible BOAC order. Not built as such.
4X-AGC 310 To El Al. To G-ARXA; 4X-AGC; G-ARXA.
13235 G-AOFD 300LR Registered to Bristol Aeroplane Co against possible BOAC order. Not built as such.
G-AOVD 310 To BOAC.
13236 G-AOFE 300LR Registered to Bristol Aeroplane Co against possible BOAC order. Not built as such.
G-AOVE 310 To BOAC. To EC-BFK (ferry regn EC-WFK).
13237 G-AOFF 300LR Registered to Bristol Aeroplane Co against possible BOAC order. Not built as such.
G-AOVF 310 To BOAC. To 9Q-CAZ.
13238 G-AOFG 300LR Registered to Bristol Aeroplane Co against possible BOAC order. Not built as such.
G-AOVG 310 To BOAC.
4 aircraft built by Short Brothers and Harland, Belfast. Delivered between April and June 1958.
13393 CF-CZA 310 To Canadian Pacific. To G-ATGD; 5X-UVT; 5X-ALP.
13394 CF-CZB 310 To Canadian Pacific.
13395 CF-CZC 310 To Canadian Pacific.To G-ATLE.
13396 CF-CZD 310 To Canadian Pacific.To G-ATNZ.
4 aircraft built by Short Brothers and Harland, Belfast. Delivered between June 1959 and January 1960.
13397 XL635 253 To RAF (See Military Table). To OO-YCA.
13398 XL636 253 To RAF (See Military Table). To OO-YCE.
13399 XL637 253 To RAF (See Military Table). To OO-YCH.
13400 XL638 253 To RAF (See Military Table).
16 aircraft built by the Bristol Aeroplane Company, Filton, Bristol. Delivered between April 1958 and March 1959.
13418 G-AOFJ 300LR Not built as such.
G-AOVJ 310 To BOAC.
13419 G-AOVK 310 To BOAC.
13420 G-AOVL 310 To BOAC.
13421 G-AOVM 310 To BOAC. To EC-BSY. To MoD as XX367 (See Military Table). To 9Q-CHY.
13422 G-AOVN 310 To BOAC.
13423 G-AOVO 310 To BOAC.
13424 G-AOVP 310 To BOAC.
13425 G-APNA 310 To Hunting Clan Air Transport.
13426 G-APNB 310 To Hunting Clan Air Transport.
13427 G-AOVT 310 To BOAC.
13428 CF-CZX 310 To Canadian Pacific. To G-ATMA; 5Y-ANS; G-ATMA.
13429 G-AOVR 310 To BOAC. To EC-BFJ (ferry regn EC-WFJ).
13430 G-AOVS 310 To BOAC.
13431 4X-AGD 310 To El Al. To G-ASFU; 4X-AGD; HB-ITC; 5X-UVH; 5Y-ALT.
13432 CU-T668 310 To Cubana (ferry regn CU-P668). To G-APYY; CU-T668; OK-MBA; CU-T668.
13433 CU-T669 310 To Cubana (ferry regn CU-P669). To CU-T114.
3 aircraft built by Short Brothers and Harland, Belfast. Delivered between May and July 1960.
13434 XM489 253 To RAF (See Military Table). To OO-YCC.
13435 XM490 253 To RAF (See Military Table). To G-BDLZ.
13436 XM491 253 To RAF (See Military Table). To EI-BBH; 9QCMO.
1 aircraft built by the Bristol Aeroplane Company, Filton, Bristol. Delivered in May 1959.
13437 CU-T670 310 To Cubana (ferry regn CU-P670).
17 aircraft built by Short Brothers and Harland, Belfast. Delivered between March 1959 and December 1960.
13448 XL639 253 To RAF (See Military Table). To EI-BDC, G-BRAC.
13449 XL640 253 To RAF (See Military Table). To EI-BCI
13450 G-APPE 252 To MoS. To A&AEE as XN392 (See Military Table).
13451 G-APPF 252 To MoS. To A&AEE as XN398 (See Military Table). To 9Q-CPX.
13452 G-APPG 252 To MoS. To A&AEE as XN404 (See Military Table).
13453 CF-CZW 310 To Canadian Pacific. To G-ASTF;CF-CZW; G-ASTF.
13454 XL657 253 To RAF (See Military Table). To 9U-BAD.
13455 XL658 253 To RAF (See Military Table). To EI-BBY.
13456 XL659 253 To RAF (See Military Table). To OO-YCB.
13457 XL610 253 To RAF (See Military Table). To G-BEMZ; A6-HMS; G-BEMZ; 9Q-CGP.
13508 XM496 253 To RAF (See Military Table). To G-BDUP; CU-T120; 9Q-CJH; EI-WXA.
13509 XM497 253 To RAF (See Military Table). To OO-YCF.
13510 XM498 253 To RAF (See Military Table). To OO-YCG; EI-LWG; 9Q-CDT.
13511 XM517 253 To RAF (See Military Table). To 9Q-CAJ, G-BEPX.
13512 XM518 253 To RAF (See Military Table). To OO-YCD.
13513 XM519 253 To RAF (See Military Table). To G-BDUR; CU-T121.
13514 XM520 253 To RAF (See Military Table). To 9G-ACE; 9Q-CUM.
3 aircraft built by the Bristol Aeroplane Company, Filton, Bristol. Delivered betwee August and November 1959.
13515 CU-T671 310 To Cubana (ferry regn CU-)671). To MBB.
13516 CF-CPD 320 To Canadian Pacific. To G-ARKA; HB-ITF ntu.
13517 CF-CPE 320 To Canadian Pacific To G-ARKB; HB-ITG ntu
Total Production  85
Type 175 Britannia In Military Service
Serial Range C/n Type Batch
Qty		 Conv. Canc'd Notes
 20 aircraft ordered from the Bristol Aeroplane Company, Filton, Bristol, Somerset, to Contract 6/Acft/12829 and built by Short Brothers and Harland, Belfast. Delivered between June 1959 and April 1960.
 XL635 - XL640  13397-13400, 13448, 13449  C.1  6      XL635 first flew on 29 December 1958.
 XL657 - XL660  13454-13457    4      
 3 aircraft ordered from the Bristol Aeroplane Company, Filton, Bristol, Somerset, to Contract 6/Acft/14293 and built by Short Brothers and Harland, Belfast. Delivered between May and July 1960.
 XM489 - XM491  13434-13436    3      
 7 aircraft ordered from the Bristol Aeroplane Company, Filton, Bristol, Somerset, to Contract 6/Acft/14293 and built by Short Brothers and Harland, Belfast. Delivered between October 1959 and December 1960.
 XM496 - XM498  13508-13510    3      
 XM517 - XM520  13511-13514    4      
 3 aircraft ordered from the Bristol Aeroplane Company, Filton, Bristol, Somerset, to Contract 6/Acft/11804 and built by Short Brothers and Harland, Belfast. Delivered between March and October 1959.
 XN382  13450  C.2    (1)    Ex-G-APPE
 XN398  13451      (1)    Ex-G-APPF
 XN404  13452      (1)    Ex-G-APPG
 1 aircraft purchaced to Contract K49A/125. Delivered in May 1972.
 XX367  13421  Srs. 312    (1)    Ex-EC-BSY, G-AOVM
Total Production 20 (4)

Foreign Derivatives

Canadair Ltd.,Cartierville, Montreal, Canada
CL-28 Variants
CL-28 CP-107 Argus Mk.1
Fifteen crew Maritime Reconnaissance aircraft to RCAF Specification Air 15-11. A derivative of the Type 175, it had the same wings, tail surfaces and landing gear, but changed from British materials, dimensions and standard parts to American ones. Due to the greater stresses from flying at low altitude for long periods of time, the components taken from the Britannia needed substantial reinforcement. The fuselage was completely redesigned, going from the pressure cabin used in the Britannia to an unpressurised one with two 18 ft long bomb bays fore and aft of the wings, each accomodating up to 8,000 lb. of weapons, including torpedoes, bombs and depth charges. Hard points under the wings could carry a variety of other weapons. Fitted with an American APS-20 radar in a chin-mounted radome, along with an 18 ft long Magnetic Anomoly Detector boom extending aft from the rear fuselage. Four 3,700 s.h.p. Wright R-3350 TC18EA1 Turbo-Compound powerplants.
CL-28 CP-107 Argus Mk.2
As Mk.1 fitted with a British ASV-21 radar in a chin-mounted radome

CL-28 CP-107 Argus Mk.2 Specification
Span Length Height Wing Area Empty Wt Max AUW Cruise Speed Maximum Speed Range Service Ceiling
142 ft 3 in 128 ft 3 in 36 ft 9 in 2075 sq ft 81000 lb 148000 lb 207 mph/ 180 kn 290 mph/ 252 kn 4000 mi 24200 ft
43.36 m 39.09 m 11.2 m 192.77 m2 36741 kg 67132 kg 333 km/h 467 km/h 6437 km 7376 m

Canadair CL-28 Argus Production Details
Serial Range C/n Type Batch
Qty		 Conv. Canc'd Notes
 33 aircraft ordered from Canadair Ltd.,Cartierville, Montreal, Canada, for the RCAF. Delivered between May 1957 to November 1960.
 20710 - 20722  1-13  CP-107 Argus Mk.1  13      From May 1970 serialled 10710 - 10722 in the Canadian Air Force.
 20723 - 20742  14-33  CP-107 Argus Mk.2  20      From May 1970 serialled 10723 - 10742 in the Canadian Air Force.
Total Production 33
CL-44 Variants (See Note 1)
CL-44-6 CC-106 Yukon
Military transport, with the fuselage largely based on the Britannia Series 300, but lengthened by 12 ft 4 in, and capable of carrying 134 passengers, 80 stretchers or over 60,000 lb of cargo. It featuring two large cargo doors fore and aft on the port side, and used modified CL-28 wings, empennage and controls, with redesigned landing gear to accomodate the higher weights. Originally intended to be fitted with Bristol Orions but revised for four 5,500 e.s.h.p. Rolls Royce Tyne 11 powerplants.
CL-44D4
Commercial cargo transport. As CL-44-6 but featuring swing tail rear cargo entry with an Integrated Air Cargo System fitted to enable fast loading and unloading of palletised or containerised cargo. The CL-44-6's forward port side cargo door was retained, a passenger door replacing the aft. A new cockpit windscreen was fitted, based on that of the Convair 880/990. Four 5,730 e.s.h.p. Rolls Royce Tyne 12 powerplants.
CL-44J
Passenger carrying variant of the CL-44D4, without the swing tail feature. The fuselage was stretched by 10 ft 1 in forward of the wing and another section of 5 ft 1 in aft, bringing the capacity to 189 passengers.
CL-44D4 Specification
Span Length Height Wing Area Empty Wt Max AUW Cruise Speed Maximum Speed Range Service Ceiling
142 ft 3 in 136 ft 10 in 37 ft 5 in 2075 sq ft 88876 lb 210000 lb 386 mph/ 335 kn 320 mph/ 278 kn 5640 mi 30000 ft
43.36 m 41.71 m 11.4 m 192.77 m2 40313 kg 95254 kg 621 km/h 515 km/h 9077 km 9144 m
CL-44 Projected Variants (See Note 1)
  • CL-44
  • Military Transport. Four Wright 981 powerplants.
  • CL-44-1
  • Military Transport. Four Tyne 2 powerplants.
  • CL-44-1A
  • Military Transport. Four Orion powerplants.
  • CL-44-1B
  • Military Transport. Four Orion powerplants.
  • CL-44-2
  • Military Transport. Four Tyne 2 powerplants.
  • CL-44-3
  • Military Transport. Four Orion powerplants.
  • CL-44-4
  • Military Transport. Four Orion powerplants.
  • CL-44-5
  • Military Transport. Four Tyne 10 powerplants.
  • CL-44-7
  • Arctic Reconnaissance. Four Tyne 12 powerplants.
  • CL-44-8
  • Military Cargo/Passenger Transport, Swingtail. Four Tyne 12 powerplants.
  • CL-44-9
  • Military Transport Army Vehicle Carrier, Swingtail. Four Tyne 12 powerplants.
  • CL-44A
  • Military Transport. Four Proteus 755 powerplants.
  • CL-44B
  • Military Transport. Four Orion powerplants.
  • CL-44C
  • Commercial Transport, 200,000 lbs (later 208,000 lbs). Four Orion powerplants.
  • CL-44D
  • Commercial Transport. Four Tyne 12 powerplants.
  • CL-44D-1
  • Commercial Transport. Four Tyne 12 powerplants.
  • CL-44D-2
  • Commercial Transport, Cargo only, tail-loading. Four Tyne 12 powerplants.
  • CL-44D-3
  • Commercial Transport, Cargo/Passenger. Four Tyne 12 powerplants.
  • CL-44D-4
  • Commercial Transport. Four Tyne 12 powerplants.
  • CL-44D4-3
  • Cargo/Passenger Transport for Flying Tiger Line. Four Tyne 12 powerplants.
  • CL-44D4-4
  • Cargo Tansport for Pan American World Airways. Four Tyne 12 powerplants.
  • CL-44D4-5
  • Military Cargo/Passenger for MATS/USAF. Four Tyne 12 powerplants.
  • CL-44D4-7
  • Long-range Cargo Transport 3 for Pan American World Airways. Four Tyne 12 powerplants.
  • CL-44D4-8
  • Commercial Cargo Transport, tail-loading. Four Tyne 12 powerplants.
  • CL-44D5-1
  • Medium-range Cargo Transport, 205,000 lbs gross take-off weight. Four Tyne 14 powerplants.
  • CL-44D5-2
  • Medium-range Cargo Transport 210,000 lbs gross take-off weight. Four Tyne 12 powerplants.
  • CL-44D6
  • Long-range Cargo Transport, 225,000 lbs gross take-off weight, tail-loading. Four Stage 4 Tyne powerplants.
  • CL-44D7
  • Long-range Cargo Transport, 225,000 lbs gross take-off weight, tail-loading. Four Tyne 14 powerplants.
  • CL-44D8
  • Long-range Cargo Transport, 225,000 lbs gross take-off weight, tail-loading. Four Stage 4 Tyne powerplants.
  • CL-44D9
  • Long-range Cargo Transport, 2250,000 lbs gross take-off weight, tail-loading. Four Stage 4 Tyne powerplants.
  • CL-44D10
  • Long-range Cargo Transport, mechanised cargo loading for container and pallets. Four Tyne 14 powerplants.
  • CL-44D11
  • Domestic version of CL-44D10, 205000 lbs.
  • CL-44D12
  • Overseas version of CL-44D10 215000 lbs.
  • CL-44E
  • Commercial Transport. Four Stage 3 Tyne powerplants.
  • CL-44F
  • Commercial Transport with CL-44-4 wing. Four Tyne 12 powerplants.
  • CL-44G
  • Military Transport, tail-loading. Four Tyne 11 powerplants.
  • CL-44G-1
  • Military Transport, tail-loading, for Royal Air Force. Four Tyne 12 powerplants.
  • CL-44H
  • Long-range Cargo Transport, tail-loading. Four Stage 4 Tyne powerplants.
  • CL-44H1
  • Long-range Cargo Transport, tail-loading, low cargo-density fuselage. Four Stage 4 Tyne powerplants.
  • CL-44H2
  • Long-range Cargo Transport, tail-loading, medium cargo-density fuselage. Four Stage 4 Tyne powerplants.
  • CL-44H3
  • Long-range Cargo Transport, tail-loading, high cargo-density fuselage. Four Stage 4 Tyne powerplants.
  • CL-44H4
  • Long-range Cargo Transport, tail-cone loading, low cargo-density fuselage. Four Stage 4 Tyne powerplants.
  • CL-44H5
  • Long-range Cargo Transport, tail-loading. Four Stage 4 Tyne powerplants.
  • CL-44H6
  • Long-range Cargo Transport, tail-loading. Four Stage 4 Tyne powerplants.
  • CL-44K
  • Long-range Cargo/Passenger transport, 210.000 lbs gross take-off weight. Four Tyne 12 powerplants.
  • CL-44L
  • Long-range Cargo transport, extended fuselage. Four Tyne 12 powerplants.
  • CL-44W
  • Early Warning and Control variant. Four Allison 550 B-1 powerplants.
Canadair CL-44 Production Details
C/n Initial
Registration		 Type Notes
 39 aircraft built by Canadair Ltd.,Cartierville, Montreal, Canada, between November 1959 and March 1965.
 1  15921  CL-44-6  To RCAF (See Military Table). To Beaver Enterprises as CF-DSY. To C-FDSY; YS-04C; HK-1972.
 2  15922  CL-44-6  To RCAF (See Military Table). To Société Générale d'Alimentation as 9Q-CWN, named "Hoto Meyo".
 3  15923  CL-44-6  To RCAF (See Military Table). To Canhellas as CF-CHC. To HC-AYS.
 4  15924  CL-44-6  To RCAF (See Military Table). To Aerotransportes Entre Rios as LV-LBS.
 5  15925  CL-44-6  To RCAF (See Military Table). To Aerotransportes Entre Rios as LV-JSY (ferry regn LV-PQL).
 6  15926  CL-44-6  To RCAF (See Military Table). To Aerotransportes Entre Rios as LV-JZR. To OB-R-1005; 9Q-CKQ.
 7  15927  CL-44-6  To RCAF (See Military Table). To Aerotransportes Entre Rios as LV-JYR.
 8  15928  CL-44-6  To RCAF (See Military Table). To Transportes Aéreo Rioplatense as LV-JZB (ferry regn LV-PRX). To CX-BKD.
 9  TF-LLH  CL-44D4-1  To Loftleiðir, named 'Gudridur Thorbjarnardottir'. Initially CF-MKP-X before delivery. Converted to CL-44J by Canadair in 1965. To EI-BGO.
 10  15929  CL-44-6  To RCAF (See Military Table). To International Air Leases as C-GADY, via Beaver Enterprises. To 9Q-CWS.
 11  15930  CL-44-6  To RCAF (See Military Table). To Societe Generale d'Alimentation via Beaver Enterprises as 9Q-CWK, named "Gegitelo".
 12  15511  CL-44-6  To RCAF (See Military Table). To Batchair as C-GACH, via International Air Leases. To OB-R-1104.
 13  15512  CL-44-6  To RCAF (See Military Table). To Beaver Enterprises as CF-JSN. To HC-AZH.
 14  N124SW  CL-44D4-1  To Seaboard and Western Airlines. Initially CF-MYO-X before delivery. To G-AWUD ntu; TF-CLA;TR-LWF; HC-BHS.
 15  N446T  CL-44D4-2  To Flying Tiger Line. Scheduled to be converted to CL-44-O by Conroy, but crashed before delivery.
 16  N447T  CL-44D4-2  To Flying Tiger Line. Converted to the sole CL-44-O by Conroy. To EI-BND; 4K-GUP; P4-GUP ntu; 9G-LCA; N440CC ntu; RP-C8023
 17  N448T  CL-44D4-2  To Flying Tiger Line. To G-AWWB; VR-HHC; G-AWWB; N908L; N200TK ntu.
 18  N449T  CL-44D4-2  To Flying Tiger Line. To G-AXAA; N122AE.
 19  N450T  CL-44D4-2  To Flying Tiger Line. Initially CF-NBP-X before delivery. To G-AZIN; PK-BAW
 20  N451T  CL-44D4-2  To Flying Tiger Line. Initially CF-NND-X before delivery. To TF-LLJ; OO-ELJ; TR-LVO.
 21  N452T  CL-44D4-2  To Flying Tiger Line. Initially CF-NNE-X before delivery. To G-ATZH
 22  N44853  CL-44D4-2  To Flying Tiger Line.
 23  N125SW  CL-44D4-1  To Seaboard and Western Airlines. Initially CF-NNM-X before delivery. To G-AWDK; PK-BAZ.
 24  N454T  CL-44D4-2  To Flying Tiger Line. To G-AXUL; N104BB; 9U-BHI; 3C-ZPO
 25  N455T  CL-44D4-2  To Flying Tiger Line. To G-ATZI ntu; HB-IEN; 5A-DHG; 5A-DHJ; N3951C; 9Q-CQU; N103BB; EI-WLL; TN-AFP; 9Q-CTS.
 26  N126SW  CL-44D4-1  To Seaboard and Western Airlines. To G-AWSC; N126SW; G-AWSC.
 27  N127SW  CL-44D4-1  To Seaboard and Western Airlines. To G-AWGS; N127SW; G-AWGS; N907L
 28  N602SA  CL-44D4-6  To Slick Airways. Initially CF-NYC-X before delivery. To VP-LAT; N62163; G-BCWJ
 29  N603SA  CL-44D4-6  To Slick Airways. To N100BB.
 30  N128SW  CL-44D4-1  To Seaboard and Western Airlines. To G-AWGT; N123SW; G-AWGT; 5B-DAN
 31  N228SW  CL-44D4-1  To Seaboard and Western Airlines. Initially CF-OFH-X before delivery.
 32  N229SW  CL-44D4-1  To Seaboard and Western Airlines. To G-AWOV; N429SW; G-AWOV; HB-IEO; 5A-DGE.
 33  N604SA  CL-44D4-6  To Slick Airways. To LV-JZM.
 34  N605SA  CL-44D4-6  To Slick Airways. To LV-JZN; CX-BML ntu; LV-JTN
 35  TF-LLF  CL-44D4-8  To Loftleiðir, named 'Leifur Eiriksson'. Initially CF-PBG-X before delivery. Converted to CL-44J by Canadair in 1965. To N4993U; 5A-CVB; 5A-DGJ;
 9Q-CQS; EI-BRP.
 36  TF-LLG  CL-44D4-8  To Loftleiðir, named 'Vilhjálmur Stefánsson'. Converted to CL-44J by Canadair in 1965.
 37  N1001T  CL-44D4-2  To Flying Tiger Line. Initially CF-PZZ-X before delivery. To G-AZKJ; G-BRED; N106BB; EI-AMC; 7Q-YMS; TN-235 ntu; TN-AFC (not confirmed).
 38  N1002T  CL-44D4-2  To Flying Tiger Line. Initially CF-RLS-X before delivery. To G-AZM; N121AE.
 39  TF-LLI  CL-44D4-8  Converted to CL-44J before delivery. To Loftleiðir, named 'Bjarni Herjólfsson'. Initially CF-SEE-X before delivery. To TF-LLI; CX-BJV; N4998S
 HK-3148X.
Total Production  39
Canadair CC-106 Yukon Production
Serial Range C/n Batch
Qty		 Conv. Canc'd Notes
 12 aircraft ordered from Canadair Ltd.,Cartierville, Montreal, Canada, for the RCAF. Delivered between May 1957 to November 1960.
 15921 - 15928  1-8  8      15921 - 15923 originally 15501-15503, renumbered on 30 Sep 1960; to CAF 106921 - 106923 on 26 May 1970.
 15924 - 15928 allocated 15504-15508, renumbered before delivery; to CAF 106924 - 106928 on 26 May 1970
 15929 - 15932  10-13  4      15929 became 15555 on 14 April 1961, back to 15929 on 1 May 1962; to CAF 106929 on 26 May 1970.
 15930 - 15932 allocated 15510 - 15512, renumbered before delivery; to CAF 106930 - 106932 on 26 May 1970.
Total Production 12
Conroy Aircraft Corporation, Goleta, California, USA.
  • CL-44-O
  • Also known as the Skymonster and CL-44 Guppy. One CL-44D4-2 (c/n 15), which type it officially remained, with the fuselage shell removed above the floorline, and rebuilt with enlarged fuselage to create a cargo aircraft for oversize loads, the nose section of which was built using foam covered with fiberglass, while the larger fuselage was constructed using conventional aluminum structure. Modified under STC number SA2183WE, issued to “RJWJ Corporation, a California Corporation”.

Production Summary

Bristol Production - All Aircraft By Series
Type Built New Conv Canc'd Total
 Type 175 Britannia Series 101 2 2
 Type 175 Britannia Series 102 15 15
 Type 175 Britannia Series 200 2 2
 Type 175 Britannia Series 250 1 1
 Type 175 Britannia C.2 (Series 252) 3 3
 Type 175 Britannia C.1 (Series 253) 20 20
 Type 175 Britannia Series 300 3 3
 Type 175 Britannia Series 300LR 8 8
 Type 175 Britannia Series 305 5 5
 Type 175 Britannia Series 310 35 35
 Type 175 Britannia Series 320 2 2
85 (0) 11
Canadair Production - All Aircraft By Type
Type Built New Conv Canc'd Total
 CL-28 Argus Mk.1 13 13
 CL-28 Argus Mk.2 20 20
 CL-44-6 Yukon 12 12
 CL-44D4-1 8 8
 CL-44D4-2 12 12
 CL-44D4-6 4 4
 CL-44D4-8 3 3
 CL-44J (4) 4
 CL-44-O (1) 1 2
72 (5) 1

Production References

  1. Bristol Aircraft Since 1910, C.H. Barnes (Putnam, 1964, 1970 and 1988)
  2. Bristol Britannia, Charles Woodley (The Crowood Press Ltd, 2002)
  3. The Bristol 170, Britannia, Canadair CL-28 and CL-44, Peter Davis and Stephen Piercey (Air-Britain (Historians), 1977)
  4. Canadian Aircraft Since 1909, K.M. Molson and H.A. Taylor (Putnam, 1982)
  5. Turboprop Airliners of the World 1949-2012, Terry Smith (Air Britain (Historians), 2012)
  6. Aviation News Mini-Monograph - Bristol Britannia in Royal Air Force Service, Paul A. Jackson (Alan W Hall Publications, 1981)
  7. Royal Air Force Aircraft XA100-XZ999, RAF Aircraft Register Series, J.J. Halley (Air-Britain Publications, 2001)
  8. British Military Aircraft Serials and Markings, British Aviation Research Group (BARG/Nostalgair, 1983)
  9. Air Britain Archive 2013/1, (Air-Britain Publications)
  10. Air Enthusiast 20
  11. Canadian Military Aircraft Serial Numbers at CASPIR (Canadian Aircraft Serials Personnel Information Resource) at the Canadian Warplane Heritage Museum
  12. Western-built aircraft in Soviet & Eastern Block service
  13. The Canadair CL44
  14. https://www.airvectors.net
  15. The CL-44 Story, Malcolm Porter (Air Britain Historians Ltd, 2004)
  16. Canadair - The First 50 Years, Ron Pickler and Larry Milberry (CANAV Books, 1995)

Page Revision History

Revised at Version 2.1.0
  • CL-28 and CL-44 Type Details, Projects and Specifications updated/added.
Revised at Version 2.0.0
  • Improved Type Description and Added Specification details.
  • Britannia C.1 Contracts corrected.